Transmission operating mechanism



April 28, 1942. W, KUESRATH HAL 2,281,159

TRANSMISS ION OPERATING MECHANISM Filed Oct. 24, 1939 4 Sheets-Sheet 1 INVENTOR. V/CTO/P M AL/ESRATI/ ROBERT R BREA'SE A TORNE'Y.

April 1942- v. w. KLIESRATH 51- m. 2,281,159

TRANSMISSION OPERATING MECHANISM Filed Oct. 24, 1939 4 Sheets-Sheet 2 200 TIE! ATTORNEY.

April 28, 1942.

v. w. KLIESRATH ET AL. 9

TRANSMISSION OPERATING MECHANISM Filed Oct. 24, 1939 g/ die/a m A TTORNEY.

4 Shegts-Sheet 5 I April 28, 1942.

V. W. KLIESRATH ETAL TRANSMISSION OPERATING MECHANISM Filed Oct. 24, 1939 4 Sheets-Sheet 4 :ITTEEI Patented Apr. 28, 1942 TRANSMISSION OPERATING MECHANISM Victor W. Kliesrath and Robert}. Breese, New

York, N. Y., assignors to Bendix Aviation Corporation, South Bend, Ind., a corporation oi Delaware Application October 24, 1939, Serial No. 301,056

7 Claims.

This invention relates to mechanism for operating the three-speeds forward and reverse change-speed transmission of an automotive vehicle.

With respect to the power operation of the transmission of an automotive vehicle, the prior art is replete with suggestions of so-called builtin mechanisms for operating the gear train of the transmission. However, such mechanisms are necessarily complicated and expensive, usually requiring a modification of the standard form of transmission and including numerous conduits, valves, cylinders, etc.

This invention is accordingly specifically directed to a very simple and economical form of manually and power operated accessory unit adapted to operate the present-day type of transmission including a low and reverse gear shift rail and a second and high gear shift rail.

The most important object of the invention is to provide a transmission operating mechanism which may be operated by the physical effort of the driver to place the transmission either in neutral or in gear and by power means, controlled in part by the foot of the driver, for alternately placing the transmission in second gear and in high gear when it is not manually operated. It

. is a further object of the invention to so construct said mechanism that after the transmission has been manually placed in low gear the next operation of the mechanism, effected by the power means, will place the transmission in second gear.

A further object of the invention is to provide a transmission operating mechanism including power means, preferably a spring, a pressure differential operated motor, valve mechanism for controlling the operation of said motor, a hand operated member and force-transmitting means interconnecting the power element of the motor, the hand operated member and that portion of the transmission operating mechanism for first selecting a shift rail to be operated and then moving said rail, the parts of said mechanism being so constructed and arranged as to make possible, first, a. setting of the transmission in low gear by the physical efiort of the driver and then a setting of the transmission in second gear by the operation of said motor and spring.

A further object of the invention is to provide,

gear setting operation of said mechanism.

Yet another object of the invention is to provide a. transmission operating mechanism including a motor and power means, said means being automatically operated, when the low and reverse shift rail is being moved to place the transmission in low gear, to so actuate a part of said mechanism as to insure a second gear operation of the transmission operating mechanism when the same is next operated by the motor.

Yet another object of the invention is to provide a transmission operating mechanism including a power means, preferably a spring, and further including a pressure differential operated motor, said mechanism insuring a second gear operation of the transmission, after said mechanism has been actuated by the physical chart of the driver to place the transmission in low gear.

Yet another object of the invention is to provide a power operated mechanism controlled in part by a foot operated member for alternately placing a three-speeds forward and reverse automotive transmission in high and in second gear, together with a hand operated member cooperating with and constituting a part of said power operated mechanism to provide a mechanism for placing the transmission either in low gear or in reverse gear by the physical effort of the driver and either in second gear or in high gear by the physical effort of the driver in the event of failure of the power means.

The invention further contemplates the provision of transmission operating means including a pressure differential operated motor operable, alter release of the accelerator and depression of a manually operated control member, to place the transmission in second gear after said means is manually operated to place the transmission in low gear to start the vehicle. A further object of the invention is to so construct said means that, after the transmission has been placed in second gear, upon release of the accelerator and depression of a manually operated control member the transmission will be placed in high gear, and thereafter the transmission will be placed alternately in second gear and in high gear upon release of the accelerator and depression of said control member.

A further object of the invention is to provide mechanism for actuating a three-speeds forward and reverse transmission, said means including a pressure differential operated motor, separate hand and foot operated control members and force-transmitting means interconnecting the transmission, motor and one of said control members, the parts of the mechanism being so com structed and arranged as to make possible either a complete manual operation of the transmission or the movement of one or the other of the shift rails of the transmission either by the power means or by the power means aided by the physical effort of the driver.

Yet another object of the invention is to provide a transmission operating mechanism including a power means, preferably a spring, and a pressure differential operated motor controlled in part by'preselector means automatically operable, after the transmission is placed in second gear and the accelerator is depressed to lower the gaseous pressure within the intake manifold, to prepare for a high gear operation of the motor.

Other objects of the invention and desirable details of construction and combinations of parts will become apparent from the following detailed description of certain embodiments of the invention, taken in conjunction with the accompanying drawings illustrating. said embodiments, in which:

Figure 1 is a diagrammatic view disclosing the principal elements of the transmission operating mechanism constituting our invention;

Figure 2 is a longitudinal sectional view of the transmission operating motor disclosed in Figure 1, the power element and the relay control valve of said motor being disclosed in full lines in their high gear positions and in dotted lines in the preselected position of the valve for effecting a high gear operation of the motor;

Figure 3 is a view disclosing, in section, the relay valve mechanism for controlling the operation of the transmission operating motor, said mechanism being in its preselected position to effect a second gear operation of the motor;

Figure 4 is another longitudinal sectional view of the transmission operating motor, the power element thereof and the relay control valve being shown in the positions they assume when the transmission is in second gear;

Figure 5 is yet another longitudinal sectional view of the transmission operating motor, the power element and the relay valve being shown in their transmission neutral positions;

Figure 6 is a sectional view of the clutch operating mechanism disclosed in Figure 1;

Figure 7 is a view, similar to Figure 1, disclosing another embodiment of the transmission operating,: mechanism constituting our invention; and

Figure 8 is a view disclosing the mechanism of Figure 1 together with electrically controlled cut-out means for the transmission operating mechanism.

In that embodiment of the invention selected for illustration and disclosed diagrammatically in Figure 1, there is provided a conventional intemal-combustion engine Ill having an intake manifold I2 and a throttle i4 actuated by an accelerator Hi, the latter being connected to the throttle by linkage [1. Other parts of the power plant of the vehicle, including the clutch, the three-speeds forward and reverse transmission, the drive shaft and the difierential, are not disclosed, inasmuch as they are of conventional design and of themselves constitute no part of our invention. The transmission includes a low and reverse gearshift rail, a second and high gear shift rail and means for selecting a shift rail to be actuated and for moving said rail to establish the transmission in gear.

The piston it or power element of a doubleacting vacuum operated motor 20 is operably connected to force-transmitting means including a connecting rod 22, a link 24, a member 26 and a member 28, the latter being connected to the aforementioned rail selecting and rail moving means. To the upper end of the member 26 there is secured a knob 30, which is grasped by the hand of the driver. Accordingly, the piston, the manually operated member 30 and the means for selecting and for moving one or the other of the shift rails are interconnected by said forcetransmitting means, the parts being so constructed and arranged as to make possible a complete manual operation of the transmission or a power operation thereof, which will be described in detail hereinafter.

The motor 20 may be placed in air-transmitting connection with the intake manifold 12 by conduits 3|, 32 and 34, a manually operated twoway valve 36 and a three-way valve 38 operatively connected to the accelerator l6 by a link 40, diagrammatically disclosed. The valve 36 includes a cylindrical casing member 42, which is preferably secured to the fioorboard 44. The member 42 is ported at 46 and 48, and a spoolshaped valve member 50, reciprocable within the casing member 42, is actuated by a foot operated treadle or control member 52 secured thereto by a rod 54. The treadle member 52 is preferably pivotally mounted upon a pin 56 and is returned to its off position by a spring 58. The motor 20 is pivotally secured to the dash at 60, and the connecting rod 22' is universally connected to the link 24 by a ball and socket connection B2.

A hub portion 64 of the piston, constituting a valve member, is slidably mounted on a twopart valve member 66 comprising members 68 and Ill secured together by a projection 12 extending from the member Ill through the member 68 and secured to the latter by a nut 14. The member 10 is threadedly mounted on the end of the connecting rod 22, and a tube 16, extending through the connecting rod, is threadedly secured at one of its ends to the end of the member Ill and at its other end to a fitting 11 mounted on the end of said rod. Valve members 64, 68 and 10 are provided with cooperating ducts I8, 80, 82, 84, 86, 88, 90, 92, 94 and 95, referred to hereinafter in describing the operation of the valve. The two-part valve member 66 and the valve member 64 constitute a control valve for the motor, said valve as a whole being indicated by the reference numeral 96.

The conduit 3| interconnects a vacuum port 98 in the fitting 11 with the foot operated control valve 36, the latter being connected by the conduit 32 with the accelerator operated three-way valve 38. The latter valve controls the connection between theconduit 32 and the conduit 34 leading to the source of power, namely, the intake manifold i2, and also controls the connection between the manifold and a vacuum operated motor I00, which is operable when the accelerator is released to effect a disengagement of the clutch. The motor may, of course, be mounted adjacent the transmission.

The clutch must be disengaged before the transmission can be operated. Accordingly, when the accelerator is released, to close the throttle i4 preparatory to operating the transmission, the motor I00 is energized to effect a disengagement of the clutch However, no claim is made to the mechanism herein disclosed for operating the port I84 and the slot I28. After the clutch plates contact and the valve I I4 seats, the rate of movement of the driven clutch plate is reduced, inasmuch as the air then passes from the compartment I54 at a relatively slow rate via the tapered slot I28.

There is thus provided power means for disengaging the clutch when the accelerator is released and before the transmission may be operated to establish it in gear: and after the desired gear ratio has been established, depression of the accelerator results in a smooth engagement of the clutch simulating a manual operation thereof.

The motor I88 and its control valve mechanism may be eliminated and the conduits 82 and 34 may be joined to provide but one conduit I12 interconnecting the manifold I2 and a valve I14, all as disclosed in Figure 7. 'T he valve I14, which is secured to the floorboard I18 by a bracket I18, is of the same construction as the valve 88. The accelerator I18 is connected to the throttle I88 by linkage I8I, and the valve I14 is connected to a pressure differential operated motor I82 by a conduit I88. The motor I82 and its connection with the transmission are of the same construction as the transmission operating motor and connections disclosed in Figure I. The clutch operating motor being omitted, it is then necessary, of course. to manually depress a clutch pedal I84 to disengage the clutch, and. as disclosed in Figure 7, said pedal is provided with a projection I85 contactible with a valve operating rod I88 after the clutch is disengaged. Preferably the distance between the projection I85 and the rod I86 is such that the valve is opened only when the clutch pedal is moved to the limit of its throw. The driver may then depress the clutch pedal sufllciently to completely disengage the clutch and thus effect a coasting of the vehicle without operating the transmission to shift gears.

Describing now the operation of the transmission operating mechanism constituting our invention, and incidentally completing the detailed description thereof, the driver of the vehicle, assuming that he desires to place the transmission in low gear, first moves the member 28 to its transmission neutral position. Figure 5 disclose the relative positions of the parts of the motor and valve mechanism 88 when the transmission is in this position. The accelerator is at the time released to open the valve 38 and the clutch is accordingly disengaged by the motor I88. The knob 38 is then moved laterally to the left, against the tension of a spring I81, and then is moved toward the driver to place the transmission in low gear. This leftward movement serves to actuate the shift rail selecting mechanism enclosed within a transmission casing I88 to prepare for a subsequent actuation of the low and reverse shift rail, and when said rail has been moved to establish low gearv the valve member 88 contacts the valve member 84. The valve parts are then in the position disclosed in Figure 3. The spring I81, preferably secured to the dashboard at I8I and to the casing of the motor I88, constitutes a power means operative to bias said motor and the force-transmitting means connected thereto to a position to effect a selection of the second and high gear shift rail. Accord-' ingly, this spring must be stretched when the knob 88 is moved to effect what is known as the cross-shift operation of the transmission.

The transmission having been placed in low gear by the physical effort of the driver. the driver then depresses the accelerator to open the throttle and close the valve 88, thereby effecting a clutch engaging operation of the motor I88. When the desired vehicle speed-is reached, the driver then releases the accelerator and depresses the treadle member 82 with his foot, thereby opening the valves 88 and 88. The clutchis then again disengaged by the motor I88. De-

pression of the treadle 82 moves the spool-shaped valve member 58 downwardly to interconnect valve port 48 with the port 48 to thereby interconnect the port 88 in the fitting 'I'l with the intake manifold via conduit 84, valve 88, conduit 32, valve 88 and conduit 8I. A compartment I88 of the motor 28 is at the time connected with the port 88 via the duct 88 in the valve member 84, a compartment I88 outlined by the valve member 84 and the outer surface of the valve members 88 and I8, ducts 84 and 85 in the valve member 18 and the tube 18 within the connecting rod. Air, at atmospheric pressure, enters a compartment I82 of the motor 28 via a port I84 in the fitting 11, the interior of the rod 22 and ducts 82 and 84 in the end of the valve member 18. The gaseous pressures of the compartments I82 and I88 being different, that of compartment I82 being greater than that of compartment I88, the piston I8 is then subjected to a differential of pressures, resulting in a movement of the same to the left, Figure 2, to place the transmission in second gear. It is assumed, of course, that the driver removes his hand from the knob 38 during this operation, thus permitting the spring power means I81 to effect a. cross-shift movement of the aforementioned force-transmitting means and an operation of the shift rail selecting mechanism connected thereto, when the motor piston I8 reaches its transmission neutral position. Accordingly, there is provided a power means, including the motor 28 and the spring I81, serving to operate the transmission operating mechanism to placethe transmission in second gear, after said mechanism has been operated by the physical effort of the driver to place the transmission in low gear. When the transmission is in second gear and prior to closing the valve 88, the parts of the valve mechanism 88 are in the position disclosed in Figure 4, leftward movement of piston I8 and the valve 88 serving to compress a spring I88 when the cone-shaped face I88 of valve member 84 contacts a corresponding cone-shaped face I88 of the valve member 88.

Second gear having been established, the driver then releases the treadle 82, thereby moving the valve member 58 of valve 88 to the position disclosed in Figure 1. In this position, the port 48 is connected to the atmosphere, resulting in admitting air to the then partially evacuated motor compartment I88. The valve operating spring I88 then expands, moving the valve member 84 and the piston I8- connected thereto from the second ear position of the parts disclosed in Figure 4 to the position disclosed in dotted lines in Figure 2. The motor controlling valve 88 may thus be defined as a relay valve, which is automatically actuated by the spring I88 as a power means, when the manually operated two-way valve 38 is closed, that is, when the treadle 52 is released. The latter valve may thus be termed a master or pilot valve, which, together with the spring I86 and a spring 288, described hereinafter, controls the operation of the relay valve 86. As more completely described hereinafter, should the valve 38 be held open, the throttle I4, actuated by the accelerator, becomes a pilot valve to control the relay valve 88. The spring I88 the shift rail Selecting mechanism Within the t-ansmission casing.

After the treadle II is released, the driver then depresses the accelerator to eflect an engagement of the clutch as previously described and to, open the throttle to speed up the vehicle. Asssuming that a high gear setting of the transmission is .now desired, the driver then releases the accelerator to close the throttle to effect a partial evacuation of the intake manifold and, incidentally, to sheet a disengagement oi the clutch. The manually operated treadle member 52 is then again depressed to open the valve 3!, which immediately results in a partial evacuation of the motor compartment m. The air passes from this compartment via duct I4, compartment I90, ducts 94 and 85 and tube Ii. Air is at the time admitted to motor compartment i8! vie. port I94, the interior of connecting rod '22 and ducts 85, BI, 80 and M. The piston ll is accordingly again subjected to a differential of pressures, resulting in its movement to the right, Figure 2, the forcetransmitting connections and the shift rail moving mechanism, including the member 28, being then actuated to place the transmission in high gear. The valve parts then take the position disclosed in full lines in Figure 2. The transmission having been established in high gear, the treadlc .52 is released, thereby closing the valve 38. This operation, as previously described, will effect a venting of the motor compartment lei, resulting in an immediate expansion of the spring 200 to preselect the valve 86 for a second gear operation oi! the motor, the valve parts assuming the position'disclosed in Figure 3.

There is thus provided means for efiecting a shift from high gear to second gear and back again by merely depressing the, treadle 52 of the mechanism of Figure 1 or the clutch pedal I84 the mechanism disclosed in Figure '1. When the vehicle is stopped, the transmission is then established in one or the other or these gear ratios, and it the vehicle is equipped with both a fluid clutch and a spring operated plate clutch it will be to disengage the latter clutch, Preferably, however, the transmission should be established either in second gear or in low gear in starting the vehicle, even if the vehicle is equipped with a fluid clutch.

Accordingly, a solenoid operated three-way valve 204 may be incorporated either in conduit 32. or in conduit 34 to cut oil the connection with the manifold and vent the conduit to the atmosphere when the vehicle is at a standstill or is traveling at or below a relatively low speed and the transmission is established in second gear. The solenoid may be controlled by a switch 206 operated by the second and high gear shift rail?" and by a switch {It operated by a propeller shaft operated governor 2l2, said switches being connected with the solenoid in series so that both switches must be closed to energize the solenoid. With such amechanism, the valve 35 is rendered inoperative to effect a high gear operation of the motor I" when the vehicle is stopped or is traveling very slowl and the transmission is in second gear.

It will also be noted that with the mechanism or our invention the driver is at all times "advised or the then existing setting of the transmission, for the driver has but toglance at the knob 30 to determine its position. I! desired, thedriver may at any time elect to operate the transmission by manually operating the member 28, the motor and the mechanism housed therein being constructed to make this possible; for in this event the motor swivels upon the pivot 60 and the piston l8 and the valve 96 move back and forth as the knob 30 is being moved.

As stated supra, thevalves 38 and I36 and the V clutch operating motor I00 may be eliminated and the conduits 32 and 34 joined to provide but one conduit interconnecting the manifold and the valve 36. The accelerator operated throttle and the valve 36 then become controls for initiating an operation of the power means tor. actuating the transmission operating mechanism. Furthermore, the clutch pedal operated cut-in valve 38 may be omitted, thus making 01 the accelerator a control member cooperating with the power operated relay valve 98 ior preseleoting the operations oi the motor 20; for, after toe transmission has been placed in gear, the sore!- erator is then depressed, thus increasing the gas-- eous pressure within the intake manifold and permitting one or the other of the springs its and 20d to operate the valve so.

in starting the vehicle, should the driver desire to place the transmission in low gear or in reverse gear, he may do so by first manually mov ing the member to the lei-t to select the low and reverse gear shift rail oi. the transmission and then manually moving said member and the rail connected thereto in the direction to estab lish the desired gear ratio.

There is thus provided a. simple and eficient transmission operating mechanism for operating a standard type of transmission, said mechanism including two foot operated members, the asceterotor, a treadle or the clutch pedal and a hand operated member. The driver of the vehicle may elect to completely operate the transmission manually or, with the exception of the cross-shift operation of selecting the low and reverse gear shirt rail, he may operate the transmission by the power means, and as the power means is operating to move the shift rail the driver may old said means by a manuoi operation of the knob 30. After the transmission has been placed in low gear by the physical eflfort oi the driver,'it is thereafter placed in second gear and then in high gear'upon release of the accelerator anddepression of the remaining foot operated control member, that is, either the treadle 52, disclosed in Figure 1, or the clutch pedal I84, disclosed in Figure 7.

Although this invention has been described in connection with certain specific embodiments, the principles involved are susceptible of numerous other applications that will readily occur to persons skilled in the art. The invention is, therefore, to be limited only as indicated by the scope of the appended claims.

We claim:

1. In an automotive vehicle provided with a change-speed transmission having a plurality of shift rails, manually and power. actuated means for operating the transmission including a hand actuated member, a double-acting pressure diflerential operated motor, means for controlling the operation of said motor including a valve mechanism housed within said motor and p a control unit located exteriorly of said motor, and force-transmitting means interconnecting said hand actuated member, the power element of said motor and the transmission, all of said parts being so constructed and arranged as to make possible movement of the selected shift rail by the physical effort of the driver to establish the transmission in a desired gear ratio, or movement of said rail by said motor, or movement of said rail by the combined physical effort of the driver and the power of said motor.

2. In an automotive vehicle provided with a change-speed transmission having a plurality of shift rails a nd means for selecting a rail and moving the selected rail to place the transmission in any one of its low, reverse, secondor high gear settings, manually and power actuated means for operating the transmission including a manually actuated member, force transmitting means interconnecting said member with the aforementioned means, a pressure differential operated motor comprising a casing and a power element therein, a plurality of control units for controlling the operation'of said motor one of said units being a power operated valve mechanism, said mechanism together with the motor constituting a single unit, springs for in part operating said ,valve mechanism, and forcetransmitting means interconnecting the power element of said motor and the shift rail selecting and moving means, all of said parts being so constructed and arranged as to make possible a movement of one of said shift rails by the physical effort of the driver to thereby establish the transmission in either low gear, or reverse gear,

a power operation of the second and high gear shift rail of the transmission, said means including a control unit housed within said motor and a control unit operated by said foot operated member, and force-transmitting means interconnecting the power element of said motor and said hand operated member and constructed and arranged to make possible a manual operation of the transmission to effect a movement of the low and reverse gear shift rail thereof.

4. In an automotive vehicle provided with an accelerator and a change-speed transmission including a plurality of shift rails, and further including means, operable to select a rail to be operated and to move the selected rail to place the transmission in gear, mechanism for actuating said rail selecting and rail moving means including a hand operated member which may be so moved as to effect a low gear setting of the transmission, and further including a pressure differential operated motor, valve means for conthe operation of said valve means as to effect a second gear operation of the motor when the transmission is next operated after placing the same in low gear and to then effect a high gear operation of the motor when the latter is next operated.

5. In an automotive vehicle provided with a change-speed transmission having a low and reverse gear shift rail, a high and second gear shift rail and force-transmitting means for first selecting a rail to be operatedand then moving said rail to establish the transmission in the desired gear ratio, power means for so actuating said rail selecting and moving means as to eifect its rail moving operation, said power means including a pressure differential operated motor and means for controlling the operation of said motor including a cut-off valve, and means for controlling the operation of said valve including a vehicle speed-responsive governor and means operated by the second and high gear shift rail when said rail is in its second gear position.

6. In an automotive vehicle provided with a change-speed transmission means for operating .the transmission comprising power means and manually actuated means including a hand operated member biased by yieldable means to a position preparatory to effecting a second or high gear ratio setting of the transmission, said power means including a double-acting pressure difierential operated motor, means for controlling the operation of said motor including a power operated valve mechanism associated with said motor and further including a valve controlling unit located exteriorly of said motor, and force transmitting means interconnecting said hand operated member and transmission, all of said parts being so constructed and arranged as to efiect a gear selecting operation of the transmission when the hand operated member is moved in one direction and to 'efiect one or the other of two settings of the transmission by the physical effort of the driver when the hand operated member is moved in one or the other of two, other directions and also to effect a power operation of the transmission to eifect one or the other of two other settings of the transmission when the hand operated member is moved to a certain position and the valve mechanism is operated. I

7. In an automotive vehicle provided with a change-speed transmission, means for operating the transmission comprising a hand operated member and a double-acting motor, valve mech anism incorporated in the motor for securing the operation thereof, means located remotely from said motor for so controlling the operation of said valve mechanism as to alternately effect two gear establishing operations of the transmission by said motor, force transmitting means for effecting a selecting operation of the transmission and a gear establishing operation thereof, manually operated means including said hand operated member for moving said force transmitting means to effect first said selecting operation of the transmission and then to effect a gear establishing operation of the transmission,

trolling the operation of said motor, and means controlled in part by the accelerator and including a preselector means for so controlling and force transmitting means interconnecting the motor with said force transmitting means.

VICTOR W. KLIESRATH. -ROBERT P. BREESE. 

